DE102022127311A1 - COMPENSATION OF LONGITUDINAL CONTROL FEEDBACK DURING BRAKE-TO-STEER - Google Patents

Abstract

A number of illustrative variations may include a system with brake-to-steer algorithms that may allow lateral control of a vehicle without longitudinal compensation, but which may force a vehicle to brake too quickly before appropriate lateral movement can be achieved. and which can lead to an unnatural driving experience for the vehicle occupants. A more natural deceleration feel may be enabled by optimally selecting appropriate transmission shifts to achieve optimal engine or motor speed and torque based on current vehicle speed, thereby reducing unwanted longitudinal disturbance.

Description

CROSS REFERENCE TO RELATED APPLICATIONS

This application claims the benefit of the filing date of US Provisional Application Serial No. 63/257,048 filed October 18, 2021.

TECHNICAL AREA

The field to which the invention relates generally includes steering, braking and propulsion systems.

BACKGROUND

Vehicles may have steering systems that include an electronic power steering system with steer-by-wire technology or brake-to-steer technology. A vehicle with a functioning steering system can maintain a constant speed when steering input is applied. In a brakes-to-steer scenario, applying the brakes to steer a vehicle may cause the vehicle to decelerate. Simultaneously, driver input may require deceleration or other changes in vehicle speed or acceleration. With driver brake input and brake-to-steer input, optimal axle torque control can be enabled by selecting appropriate transmission gears.

SUMMARY OF ILLUSTRATIVE VARIATIONS

During steering failures, braking individual wheels with different torques can be used to laterally steer a vehicle through brake-to-steer. In a brake-to-steer scenario, applying the brakes to steer a vehicle results in an undesirable rapid deceleration in a vehicle. A more natural deceleration feel, e.g. B. when a vehicle is idling and braking by natural forces, can be enabled by selecting appropriate transmission gears or by shifting the equivalent of gear ratio to allow optimal speed and torque of the internal combustion engine or electric motor based on a current vehicle speed.

A number of illustrative variations may include a system with brakes-to-steer systems that enable lateral steering of a vehicle without longitudinal compensation. Brake-to-steer functionality can force a vehicle to brake too quickly, unevenly, or uncomfortable before appropriate lateral movement is achieved. The brake-to-steer functionality can create an unnatural driving experience for vehicle occupants. A more natural brake feel in brake-to-steer can be enabled by performing longitudinal closed-loop control of a vehicle when appropriate transmission gears or the equivalent transmission shift are optimally selected to achieve optimal speed and torque of an internal combustion engine or an electric motor based on actual vehicle speed to assist with longitudinal control and thus reduce unwanted longitudinal disturbance.

A number of variations may include a non-transitory computer-readable medium storing instructions executable by an electronic processor to implement functionality, comprising: receiving vehicle speed data, acceleration control position data, and powertrain status data in a driver intent calculation module; generating desired vehicle speed requests by the driver intent calculation module; communicating desired vehicle speed requests to a longitudinal kinematic motion controller and to a transmission shift request module; generating desired longitudinal acceleration requirements through the longitudinal kinematic motion controller; communicating desired longitudinal acceleration requirements to a longitudinal dynamic motion controller; receiving a steering error status by the longitudinal dynamic motion controller; receiving a steering fault status by a brakes-to-steer system, the brakes-to-steer system being constructed and arranged to generate at least one braking torque command and at least one forward propulsion torque command; communicating the at least one braking torque command and the at least one forward propulsion torque command to a final longitudinal command processing module; generating at least one propulsion torque request or at least one braking torque request; communicating propulsion torque requests and braking torque commands to the final longitudinal command processing module; generating at least one final propulsion torque request and at least one final braking torque request; communicating the at least one final propulsion torque request and the at least one final brake torque request to at least one vehicle system; measuring longitudinal acceleration of the vehicle; communicating measured longitudinal acceleration to the longitudinal dynamic motion controller; modifying the at least one propulsion torque request or at least one braking torque request based on measured longitudinal acceleration of the vehicle to form a closed loop control system of propulsion torque requests and braking torque requests; receiving engine speed data or electric motor speed and wheel speed data by the transmission gear or shift request module; generating a transmission gear or shift request; and communicating the transmission gear or shift request to the at least one vehicle system.

Other illustrative variants within the scope of the invention will appear from the detailed description below. It should be understood that the detailed description and specific examples, while disclosing variations of the invention, are intended for purposes of illustration only and are not intended to limit the scope of the invention.

character list

• 1 zeigt eine illustrative Variation eines vereinfachten Diagramms, das ein System und ein Verfahren zur longitudinalen Steuerrückmeldungskompensation beim Bremsen-zum-Lenken aufweist.

Selected examples of variations within the scope of the invention will be better understood through the detailed description and the accompanying drawings, wherein:

• 1 FIG. 12 shows an illustrative variation of a simplified diagram comprising a system and method for brake-to-steer longitudinal control feedback compensation.

Detailed description of the illustrative variations

The following description of the variations is merely illustrative and is in no way intended to limit the scope of the invention, its application, or uses.

In a number of illustrative variations, a vehicle may include a steering system. In such cases, the steering system may be manually operable by the driver via a steering interface, autonomously operable by an autonomous steering system, or as a combination of autonomous and manual steering, where the steering system is configured to receive steering inputs from a driver, the autonomous steering system or to receive and interpret both at the same time. In a number of illustrative variations, a steering interface may include a hand wheel, joystick, trackball, slider, throttle, push button, toggle switch, lever, touch screen, mouse, or any other known means of user input.

In a number of illustrative variations, a vehicle may include a steering system, each including a steering interface and a steerable propulsion system, such as a steering wheel. B., but not limited to, a steering wheel and road wheels. The steering system may be of the steer-by-wire type, wherein physical mechanisms do not mechanically communicate manipulation of the steering interface to the steerable drive system, and wherein manipulation of the steering interface involves associated manipulation of the steerable drive system through communication of electronic devices, such as electronic devices. B., but not limited to, sensors, transceivers and electronically excited actuators affected. In some variations, a steer-by-wire system may include at least one road wheel actuator and at least one hand wheel actuator operably connected to each other via a steer-by-wire system or controller. The steer-by-wire system may include a road wheel actuator system in operable communication with a hand wheel actuator system, wherein rotation of a vehicle's steering wheel or hand wheel translates into operation of the road wheel actuator system such that a vehicle wheel can be rotated.

The handwheel actuator arrangement can be a steering wheel, a handwheel actuator, such as a B. have an electric motor, and a hand wheel angle sensor. The hand wheel actuator assembly may be constructed and arranged to communicate hand wheel angle and position to the road wheel actuator assembly, which includes at least one steering actuator constructed and arranged to pivot or rotate a road wheel.

In a number of illustrative variations, a vehicle may include an electronic braking system constructed and arranged to apply braking torque to any number of road wheels to decelerate or stop a vehicle based on driver handwheel input. The electronic braking system may function in operative communication with the steer-by-wire system, the hand wheel actuator assembly, and the road wheel actuator assembly through at least one controller. The control, e.g. A computing device, such as a computing device, can implement any number of systems, including algorithms, for monitoring and controlling propulsion, steering, and braking. According to some variations, the electronic braking system can be used to apply differential braking torque to a number of wheels to to cause lateral movement of the vehicle when a portion of a steer-by-wire system has failed, such as B. an operable disconnect between the wheel actuator assembly and the road wheel actuator assembly.

In a number of illustrative variations, an electronic braking system may use a brakes-to-steer system that includes a brakes-to-steer algorithm that calculates braking torque requests to individual wheels as a function of driver steering inputs, including steering angle, steering angular rate, and steering torque Driving a vehicle can transmit. The brake-to-steer algorithm may communicate brake torque requests when the system detects a failure or shutdown of a road wheel actuator, resulting in an inability to deliver power from a steering rack. Alternatively, the brake-to-steer algorithm may communicate brake torque requests when the system detects a handwheel actuator failure or shutdown.

In a number of illustrative variations, an electronic braking system may be in operable communication with a mechanical braking system that includes components such as brakes. B., but not limited to, brake calipers, brake rotors, brake pads and the like. In certain circumstances, electronic braking systems can be used in combination with mechanical braking systems to increase vehicle safety, e.g. B. events of the electronic stability control. As used herein, the terms “braking force” or “braking torque” and variations of these terms may broadly refer to the performance or ability of a braking system to slow a vehicle.

Brake-to-steer functionality with brake-to-steer algorithms may allow lateral control of a vehicle without longitudinal compensation, but may also cause a vehicle to decelerate too quickly before appropriate lateral movement can be achieved.

In some variations, an electronic braking system in combination with a brakes-to-steer system may communicate a target deceleration to a longitudinal dynamic control system having a longitudinal dynamic control algorithm. The longitudinal dynamic control algorithm may regulate the throttle and brake torque to enable a target deceleration in the vehicle while monitoring the measured longitudinal deceleration feedback. The system can monitor measured vehicle speed as needed and transmit commands to an electronic transmission control module and shift transmission gear or shift the equivalent of a transmission ratio to obtain desired engine or motor speed and optimum engine or motor torque to match the brakes-to-steer -Functionality to overcome associated quick delay.

Driver acceleration and deceleration control inputs, e.g. by an accelerator pedal, joystick slider, rotary knob, hand control or brake pedal, joystick slider, rotary knob, hand control, can be accommodated by adjusting the target speed or acceleration within the longitudinal dynamic control algorithm. A control mechanism for longitudinal dynamic control feedback by providing up-to-date feedback of forward powertrain torque requests to support longitudinal disturbance associated with brake-to-steer functionality.

As a non-limiting example, a driver or autonomous driving system may drive a vehicle that uses a steer-by-wire or similar steering system. The steering system may fail and the brakes-to-steer functionality may be activated by at least one controller. A forward compensation system can provide powertrain torque requests to minimize vehicle deceleration during brake-to-steer. A longitudinal dynamic control system can measure measured longitudinal acceleration and provide powertrain torque requests to maintain a predetermined vehicle deceleration target. A longitudinal dynamic control system may additionally monitor engine or motor RPM and provide transmission gear or shift requests to maintain the desired engine or motor RPM such that engine or motor torque is maintained at an optimal target value. With additional driver brake input, primary and secondary longitudinal control functions can adjust powertrain torque requirements, deceleration target, desired engine or electric motor RPM, and transmission gear or shift requirements accordingly. In this way, the vehicle can perform lateral brake-to-steer maneuvers while maintaining vehicle speed, acceleration, or deceleration in an intuitive manner and mimic the feel of a natural driving experience.

A system for in-vehicle longitudinal control feedback compensation can be implemented on any number of controls within a vehicle environment, such as: B., but not limited to, a controller that manages the brakes-to-steer function, a domain controller, or an actuator controller with electronic brake control units and steering wheel actuators in steer-by-wire operation or failure of road wheel actuators. A system for longitudinal control feedback compensation in a vehicle can be implemented in various other controllers, including but not limited to powertrain control modules, transmission control units, or body control modules. The system can be used with a transmission with mechanical gears, a continuously variable transmission, an e-transmission, or other propulsion device that can perform the equivalent of shifting gears.

1 is purely illustrative. The functionality of various systems or algorithms may be performed by one or more controllers located throughout a vehicle. This in 1 The block diagram illustrated is a representation of a logical architecture that may reside in any number of controllers. One or more algorithms may be used and executed by one or more electronic processors to perform the methods, actions, and functions described herein. Each system, controller, and variation described herein may comprise a non-transitory, computer-readable medium storing instructions executable by an electronic processor to implement the functionality, methods, acts, steps, and actions described herein.

1 12 shows an illustrative variation of a block diagram of a brake-to-steer system and method for managing longitudinal disturbance in a vehicle that may include a longitudinal dynamic motion controller 120 constructed and arranged to provide drive torque requests 122 and brake torque requests 124 to a final longitudinal Command processing module 126 to transmit. A brakes-to-steer system 110 may receive the steering error status 130 through an electronic power steering system and communicate brake torque commands 128 and forward, open loop, or immediate drive torque commands 118 to the final longitudinal command processing module 126 . The longitudinal dynamic motion controller 120 can also receive steering error status 130 from an electronic power steering system. The longitudinal dynamic motion controller 120 may additionally receive desired longitudinal acceleration requests 116 from a longitudinal kinematic motion controller 112 . The longitudinal kinematic motion controller 112 may receive desired vehicle speed requirements 114 from a driver intent calculation module 102 . The driver intent calculation module 102 may include vehicle speed data, such as For example, but not limited to, vehicle speed data 104, acceleration control position data 106, and powertrain status data 108 are received. In this manner, vehicle speed data 104, acceleration control position data 106, and powertrain status data 108 can be combined with steering error status 130 to generate propulsion torque requests 122 and braking torque requests 124 that can be communicated to the final longitudinal command processing module 126.

The final longitudinal command processing module 126 may use propulsion torque requests 122, braking torque requests 124, braking torque commands 128, and forward, open-loop, or immediate propulsion torque commands 118 to generate final propulsion torque requests 132 and final braking torque requests 134 that may be sent to appropriate vehicle systems 136, such as, but not limited to limited to propulsion, steering, braking, or transmission systems, control units, controllers, or electronic control units associated with propulsion, steering, braking, or transmission systems. The final longitudinal command processing module 126 may generate final propulsion torque requests 132 and final braking torque requests 134 by consolidating propulsion torque requests 122 , braking torque requests 124 , braking torque commands 128 , and forward, open-loop, or immediate propulsion torque commands 118 . Vehicle systems 136 may communicate measured longitudinal acceleration 138 to longitudinal dynamic motion controller 120 as part of a closed-loop control system. The longitudinal dynamic motion controller 120 may calculate the difference between target acceleration 116 and measured acceleration 138 within a vehicle to work in conjunction with the final longitudinal command processing module 126 to generate final propulsion torque requests 132 and final braking torque requests 134 . The transmission gear request module 140 may receive desired vehicle speed data 114, engine or motor speed 142 and wheel speeds 144, and transmission gear requests 148 compute that are communicated to vehicle systems 136 to enable transmission gear changes or drive shifts within a vehicle to maintain a target engine or motor speed and engine or motor torque and thus reduce unwanted longitudinal disturbance within a vehicle.

According to some variations, driver inputs, such as B. acceleration or deceleration inputs, by adjusting desired vehicle speed 114 or longitudinal target acceleration 116 are taken into account.

The following description of variants is intended only to illustrate the components, elements, acts, products, and methods that are considered to be within the scope of the invention and is in no way intended to limit that scope by what is specifically disclosed or is not expressly stated. The components, elements, acts, products, and methods described herein may be combined and rearranged otherwise than as specifically described herein and are still considered within the scope of the invention.

According to Variation 1, a method for use in a vehicle may include: receiving vehicle speed data, acceleration control position data, and powertrain status data at a driver intent calculation module; generating desired vehicle speed requests by the driver intent calculation module; communicating desired vehicle speed requests to a longitudinal kinematic motion controller and to a transmission gear request module; generating desired longitudinal acceleration requirements through the longitudinal kinematic motion controller; communicating desired longitudinal acceleration requirements to a longitudinal dynamic motion controller; receiving a steering error status by the longitudinal dynamic motion controller; receiving a steering fault status by a brakes-to-steer system, the brakes-to-steer system being constructed and arranged to generate at least one braking torque command and at least one forward propulsion torque command; communicating the at least one braking torque command and the at least one forward propulsion torque command to a final longitudinal command processing module; generating at least one propulsion torque request or at least one braking torque request; communicating propulsion torque requests and braking torque commands to the final longitudinal command processing module; generating at least one final propulsion torque request and at least one final braking torque request; communicating the at least one final propulsion torque request and the at least one final braking torque request to at least one vehicle system; measuring a longitudinal acceleration of the vehicle; communicating measured longitudinal acceleration to the longitudinal dynamic motion controller; modifying the at least one propulsion torque request or at least one braking torque request based on measured longitudinal acceleration of the vehicle to form a closed loop control system of propulsion torque requests and braking torque requests; receiving engine speed or electric motor speed data and wheel speed data by the transmission gear or shift request module; generating a transmission gear or shift request; and communicating the transmission gear request to the at least one vehicle system.

Variation 2 may include a method for use in a vehicle according to variation 1, wherein the at least one vehicle system is a transmission control unit.

Variation 3 may include a method for use in a vehicle according to variation 1 or 2, further comprising changing a transmission gear within the vehicle to maintain a target engine or motor speed and engine or motor torque.

Variation 4 may include a method for use in a vehicle according to any of Variations 1-3, wherein changing a transmission gear allows for reducing unwanted longitudinal disturbance within a vehicle.

Variation 5 may include a method for use in a vehicle according to any of Variations 1-4, wherein generating at least one final propulsion torque request and at least one final braking torque request comprises consolidating propulsion torque requests, braking torque requests, braking torque commands, and forward propulsion torque commands.

Variation 6 may include a method for use in a vehicle according to any of Variations 1-5, wherein communicating the at least one final propulsion torque request and the at least one final braking torque ment request to at least one vehicle system comprises: communicating the at least one final propulsion torque request to a propulsion system; and communicating the at least one final braking torque request to a braking system.

Variation 7 may include a method for use in a vehicle according to any of Variations 1-6, further comprising: generating a target engine or motor speed and a target engine or motor torque prior to generating at least one final propulsion torque request and at least one final braking torque request.

Variation 8 may include a method for use in a vehicle according to any of Variations 1-7, wherein the at least one vehicle system is a transmission control unit.

Variation 9 may include a method for use in a vehicle according to any of Variations 1-8, further comprising: changing a transmission gear within the vehicle to maintain a target engine or motor speed and engine or motor torque.

Variation 10 may include a method for use in a vehicle according to any of Variations 1-9, wherein changing a transmission gear within the vehicle to maintain a target engine or motor speed and engine or motor torque with brake-to-steer -Event occurs.

Variation 11 may include a method for use in a vehicle, comprising: receiving vehicle speed data, acceleration control position data, and powertrain status data at a driver intent calculation module; generating desired vehicle speed requests by the driver intent calculation module; communicating desired vehicle speed requests to a longitudinal kinematic motion controller and to a transmission shift request module; generating desired longitudinal acceleration requirements through the longitudinal kinematic motion controller; communicating desired longitudinal acceleration requirements to a longitudinal dynamic motion controller; receiving a steering error status by the longitudinal dynamic motion controller; receiving a steering fault status by a brakes-to-steer system, the brakes-to-steer system being constructed and arranged to generate at least one braking torque command and at least one forward propulsion torque command; communicating the at least one braking torque command and the at least one forward propulsion torque command to a final longitudinal command processing module; generating at least one propulsion torque request or at least one braking torque request; communicating propulsion torque requests and braking torque commands to the final longitudinal command processing module; generating a target engine or motor speed and target engine or motor torque; generating at least one final propulsion torque request and at least one final braking torque request; communicating the at least one final propulsion torque request and the at least one final braking torque request to at least a first vehicle system; measuring a longitudinal acceleration of the vehicle; communicating the measured longitudinal acceleration to the longitudinal dynamic motion controller; modifying the at least one propulsion torque request or at least one braking torque request based on the measured longitudinal acceleration of the vehicle to form a closed loop control system of propulsion torque requests and braking torque requests; receiving engine speed or electric motor speed data and wheel speed data by the transmission shift request module; generating a transmission shift request; communicating the transmission shift request to at least a second vehicle system; and changing a transmission shift within the vehicle to maintain a target engine or motor speed and engine or motor torque at a brake-to-steer event.

Variation 12 may include a method for use in a vehicle according to Variation 11, wherein the at least one second vehicle system is a transmission control unit.

Variation 13 may include a method for use in a vehicle according to variation 11 or 12, wherein generating a target engine or motor speed and a target engine or motor torque is dependent on the measured vehicle speed.

Variation 14 may include a non-transitory computer-readable medium having instructions stored thereon that are propagated by an electronic Processor executable to implement functionality including: receiving vehicle speed data, acceleration control position data, and powertrain status data at a driver intent calculation module; generating desired vehicle speed requests by the driver intent calculation module; communicating desired vehicle speed requests to a longitudinal kinematic motion controller and to a transmission gear request module; generating desired longitudinal acceleration requirements through the longitudinal kinematic motion controller; communicating desired longitudinal acceleration requirements to a longitudinal dynamic motion controller; receiving a steering error status by the longitudinal dynamic motion controller; receiving a steering fault status by a brakes-to-steer system, the brakes-to-steer system being constructed and arranged to generate at least one braking torque command and at least one forward propulsion torque command; communicating the at least one braking torque command and the at least one forward propulsion torque command to a final longitudinal command processing module; generating at least one propulsion torque request or at least one braking torque request; communicating propulsion torque requests and braking torque commands to the final longitudinal command processing module; generating at least one final propulsion torque request and at least one final braking torque request; communicating the at least one final propulsion torque request and the at least one final braking torque request to at least one vehicle system; measuring longitudinal acceleration of the vehicle; communicating measured longitudinal acceleration to the longitudinal dynamic motion controller; modifying the at least one propulsion torque request or at least one braking torque request based on measured longitudinal acceleration of the vehicle to form a closed loop control system of propulsion torque requests and braking torque requests; receiving engine speed or electric motor speed data and wheel speed data by the transmission gear or shift request module; generating a transmission gear or shift request; and communicating the transmission gear or shift request to the at least one vehicle system.

Variation 15 may include a non-transitory computer-readable medium according to Variation 14, wherein the at least one vehicle system is a transmission control unit.

Variation 16 may include a non-transitory computer-readable medium according to variation 14 or 15, further comprising: changing a transmission gear within the vehicle to maintain a target engine or motor speed and engine or motor torque.

Variation 17 may include a non-transitory computer-readable medium according to any of Variations 14-16, wherein changing a transmission gear enables a reduction in unwanted longitudinal disturbance within a vehicle.

Variation 18 may include a non-transitory computer-readable medium according to any of Variations 14-17, wherein generating at least one final propulsion torque request and at least one final braking torque command comprises consolidating propulsion torque requests, braking torque requests, braking torque commands, and forward propulsion torque commands.

Variation 19 may include a non-transitory computer-readable medium according to any one of Variations 14-18, wherein communicating the at least one final propulsion torque request and the at least one final braking torque request to at least one vehicle system comprises: communicating the at least one final propulsion torque request to a propulsion system; and communicating the at least one final braking torque request to a braking system.

Variation 20 may include a non-transitory computer-readable medium according to any of Variations 14-19, further comprising: generating a target engine or motor speed and a target engine or motor torque prior to generating at least one final propulsion torque request and at least one final braking torque request.

Variation 21 may include a non-transitory computer-readable medium according to any of Variations 14-20, wherein the at least one vehicle system is a transmission control unit.

Variation 22 may include a non-transitory computer-readable medium as set forth in any of Variations 14-21, further comprising: changing a transmission gear within the vehicle to maintain a target engine or motor speed and engine or motor torque.

Variation 23 may include a non-transitory computer-readable medium according to any of Variations 14-22, wherein changing a transmission gear within the vehicle to maintain a target engine or motor speed and engine or motor torque occurs at a brake-to-steer event .

The foregoing description of selected variations within the scope of the invention is provided for purposes of illustration only and, therefore, variations or variants thereof are not to be regarded as a departure from the spirit and scope of the invention.

Claims (22)

A method for use in a vehicle, comprising: receiving vehicle speed data, acceleration control position data, and powertrain status data at a driver intent calculation module; generating desired vehicle speed requests by the driver intent calculation module; communicating desired vehicle speed requests to a longitudinal kinematic motion controller and to a transmission shift request module; generating desired longitudinal acceleration requirements through the longitudinal kinematic motion controller; communicating desired longitudinal acceleration requirements to a longitudinal dynamic motion controller; receiving a steering error status by the longitudinal dynamic motion controller; receiving a steering fault status by a brakes-to-steer system, the brakes-to-steer system being constructed and arranged to generate at least one braking torque command and at least one forward propulsion torque command; communicating the at least one braking torque command and the at least one forward propulsion torque command to a final longitudinal command processing module; generating at least one propulsion torque request or at least one braking torque request; communicating propulsion torque requests and braking torque commands to the final longitudinal command processing module; generating at least one final propulsion torque request and at least one final braking torque request; communicating the at least one final propulsion torque request and the at least one final braking torque request to at least one vehicle system; measuring a longitudinal acceleration of the vehicle; communicating measured longitudinal acceleration to the longitudinal dynamic motion controller; modifying the at least one propulsion torque request or at least one braking torque request based on measured longitudinal acceleration of the vehicle to form a closed loop control system of propulsion torque requests and braking torque requests; receiving engine speed data or electric motor speed and wheel speed data by the transmission gear or shift request module; generating a transmission gear or shift request; and communicating the transmission gear or shift request to the at least one vehicle system. Method for use in a vehicle claim 1 , wherein the at least one vehicle system is a transmission control unit. Method for use in a vehicle claim 1 or 2 , further comprising changing a transmission shift within the vehicle to maintain a target engine or motor speed and engine or motor torque. Method for use in a vehicle claim 3 wherein changing a transmission shift enables a reduction in unwanted longitudinal disturbance within a vehicle. Method for use in a vehicle according to any one of Claims 1 until 4 , wherein generating at least one final propulsion torque request and at least one final braking torque request comprises consolidating propulsion torque requests, braking torque requests, braking torque commands, and forward propulsion torque commands. Method for use in a vehicle according to any one of Claims 1 until 5 , wherein communicating the at least one final propulsion torque request and the at least one final braking torque request to at least one vehicle system comprises: communicating the at least one final propulsion torque request to a propulsion system; and communicating the at least one final braking torque request to a braking system. Method for use in a vehicle according to any one of Claims 1 until 6 , further comprising: generating a target engine or motor speed and a target engine or motor torque prior to generating at least one final propulsion torque request and at least one final braking torque request. Method for use in a vehicle according to any one of Claims 1 until 7 , further comprising: changing a transmission shift within the vehicle to maintain a target engine or motor speed and engine or motor torque. Method for use in a vehicle claim 8 wherein changing a transmission shift within the vehicle to maintain a target engine or motor speed and engine or motor torque occurs at a brake-to-steer event. A method for use in a vehicle, comprising: receiving vehicle speed data, acceleration control position data, and powertrain status data at a driver intent calculation module; generating desired vehicle speed requests by the driver intent calculation module; communicating desired vehicle speed requests to a longitudinal kinematic motion controller and to a transmission shift request module; generating desired longitudinal acceleration requirements through the longitudinal kinematic motion controller; communicating desired longitudinal acceleration requirements to a longitudinal dynamic motion controller; receiving a steering error status by the longitudinal dynamic motion controller; receiving a steering fault status by a brakes-to-steer system, the brakes-to-steer system being constructed and arranged to generate at least one braking torque command and at least one forward propulsion torque command; communicating the at least one braking torque command and the at least one forward propulsion torque command to a final longitudinal command processing module; generating at least one propulsion torque request or at least one braking torque request; communicating propulsion torque requests and braking torque commands to the final longitudinal command processing module; generating a target engine or motor speed and target engine or motor torque; generating at least one final propulsion torque request and at least one final braking torque request; communicating the at least one final propulsion torque request and the at least one final braking torque request to at least a first vehicle system; measuring a longitudinal acceleration of the vehicle; communicating the measured longitudinal acceleration to the longitudinal dynamic motion controller; modifying the at least one propulsion torque request or at least one braking torque request based on the measured longitudinal acceleration of the vehicle to form a closed loop control system of propulsion torque requests and braking torque requests; receiving engine speed or electric motor speed data and wheel speed data by the transmission gear or shift request module; generating a transmission gear or shift request; communicating the transmission gear or shift request to at least a second vehicle system; and Changing a transmission gear or shift within the vehicle to maintain a target engine or motor speed and engine or motor torque in a brake-to-steer event. Method for use in a vehicle claim 10 , wherein the at least one second vehicle system is a transmission control unit. Method for use in a vehicle claim 10 or 11 wherein generating a target engine or motor speed and target engine or motor torque is dependent on the measured vehicle speed. Non-transitory computer-readable medium having instructions recorded thereon that executable by an electronic processor to implement functionality including: receiving vehicle speed data, acceleration control position data, and powertrain status data at a driver intent calculation module; generating desired vehicle speed requests by the driver intent calculation module; communicating desired vehicle speed requests to a longitudinal kinematic motion controller and to a transmission shift request module; generating desired longitudinal acceleration requirements through the longitudinal kinematic motion controller; communicating desired longitudinal acceleration requirements to a longitudinal dynamic motion controller; receiving a steering error status by the longitudinal dynamic motion controller; receiving a steering fault status by a brakes-to-steer system, the brakes-to-steer system being constructed and arranged to generate at least one braking torque command and at least one forward propulsion torque command; communicating the at least one braking torque command and the at least one forward propulsion torque command to a final longitudinal command processing module; generating at least one propulsion torque request or at least one braking torque request; communicating propulsion torque requests and braking torque commands to the final longitudinal command processing module; generating at least one final propulsion torque request and at least one final braking torque request; communicating the at least one final propulsion torque request and the at least one final braking torque request to at least one vehicle system; measuring longitudinal acceleration of the vehicle; communicating measured longitudinal acceleration to the longitudinal dynamic motion controller; modifying the at least one propulsion torque request or at least one braking torque request based on measured longitudinal acceleration of the vehicle to form a closed loop control system of propulsion torque requests and braking torque requests; receiving engine speed data or electric motor speed and wheel speed data by the transmission gear or shift request module; generating a transmission gear or shift request; and communicating the transmission gear or shift request to the at least one vehicle system. Non-transitory computer-readable medium Claim 13 , wherein the at least one vehicle system is a transmission control unit. Non-transitory computer-readable medium Claim 13 or 14 , further comprising: changing a transmission shift within the vehicle to maintain a target engine or motor speed and engine or motor torque. Non-transitory computer-readable medium claim 15 wherein changing a transmission shift enables a reduction in unwanted longitudinal disturbance within a vehicle. Non-transitory computer-readable medium according to any one of Claims 13 until 16 , wherein generating at least one final propulsion torque request and at least one final braking torque command comprises consolidating propulsion torque requests, braking torque requests, braking torque commands, and forward propulsion torque commands. Non-transitory computer-readable medium according to any one of Claims 13 until 17 , wherein communicating the at least one final propulsion torque request and the at least one final braking torque request to at least one vehicle system comprises: communicating the at least one final propulsion torque request to a propulsion system; and communicating the at least one final braking torque request to a braking system. Non-transitory computer-readable medium according to any one of Claims 13 until 18 , further comprising: generating a target engine or motor speed and a target engine or motor torque prior to generating at least one final propulsion torque request and at least one final braking torque request. Non-transitory computer-readable medium according to any one of Claims 13 until 19 , wherein the at least one vehicle system is a transmission control unit. Non-transitory computer-readable medium according to any one of Claims 13 until 20 , further comprising: changing a transmission shift within the vehicle to maintain a target engine or motor speed and engine or motor torque. Non-transitory computer-readable medium Claim 21 wherein changing a transmission shift within the vehicle to maintain a target engine or motor speed and engine or motor torque occurs at a brake-to-steer event.

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